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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Captain of an EMB120 failed to follow the taxi route from the ramp for takeoff resulting in ATC intervention when an MD80 on a pushback was stopped as the reporter approached.
| Attributes | |
| ACN | 356461 |
| Time | |
| Date | 199612 |
| Day | Fri |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | airport : iad |
| State Reference | VA |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | Brasilia EMB-120 All Series |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other |
| Flight Phase | ground other : taxi |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | B737-100 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other |
| Flight Phase | other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp pilot : cfi |
| Experience | flight time last 90 days : 290 flight time total : 5300 flight time type : 3000 |
| ASRS Report | 356461 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | conflict : ground less severe non adherence : clearance other anomaly other |
| Independent Detector | other controllera |
| Resolutory Action | flight crew : returned to intended course or assigned course other |
| Consequence | Other |
| Miss Distance | horizontal : 500 vertical : 0 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Parked at xx, ramp control cleared our aircraft to 'taxi east, taxiway C to runway 19L.' 4 gates east an air carrier Y MD80 was pushing back when the ramp personnel signalled to halt the pushback, as we were nearing its position (within a few hundred ft of their gate). I thought it odd they were cleared to push back when our taxiing aircraft had already been previously cleared. Just then, my thoughts were shattered by ramp control as he again reiterated our taxi clearance to runway 19L via taxiway C and wondered what we were doing on taxiway D disrupting the air carrier Y pushback! Although there was no danger of a collision, we did violate our taxi clearance. How this happened was an interesting and thought provoking self- examination that revealed too many assumptions were made. As we received our taxi clearance, I was on the radio with company. Upon my return to ramp frequency I caught the end of our clearance to runway 19L and proceeded to taxi to runway 19L on taxiway D, the taxiway we nearly always use. The new first officer assumed I knew what I was doing -- I had been with the company 4 yrs and in and out of iad dozens of times. And when the air carrier Y halted its pushback, I assumed incorrectly it was for us, not because of us. This could have been avoided initially had I merely asked the first officer upon my return to ramp frequency to verify the taxi clearance. Making assumptions in this case hurt my pride and resulted in a lack of professionalism being displayed at worst. In other sits it could be much more serious. Assume nothing!
Original NASA ASRS Text
Title: CAPT OF AN EMB120 FAILED TO FOLLOW THE TAXI RTE FROM THE RAMP FOR TKOF RESULTING IN ATC INTERVENTION WHEN AN MD80 ON A PUSHBACK WAS STOPPED AS THE RPTR APCHED.
Narrative: PARKED AT XX, RAMP CTL CLRED OUR ACFT TO 'TAXI E, TXWY C TO RWY 19L.' 4 GATES E AN ACR Y MD80 WAS PUSHING BACK WHEN THE RAMP PERSONNEL SIGNALLED TO HALT THE PUSHBACK, AS WE WERE NEARING ITS POS (WITHIN A FEW HUNDRED FT OF THEIR GATE). I THOUGHT IT ODD THEY WERE CLRED TO PUSH BACK WHEN OUR TAXIING ACFT HAD ALREADY BEEN PREVIOUSLY CLRED. JUST THEN, MY THOUGHTS WERE SHATTERED BY RAMP CTL AS HE AGAIN REITERATED OUR TAXI CLRNC TO RWY 19L VIA TXWY C AND WONDERED WHAT WE WERE DOING ON TXWY D DISRUPTING THE ACR Y PUSHBACK! ALTHOUGH THERE WAS NO DANGER OF A COLLISION, WE DID VIOLATE OUR TAXI CLRNC. HOW THIS HAPPENED WAS AN INTERESTING AND THOUGHT PROVOKING SELF- EXAMINATION THAT REVEALED TOO MANY ASSUMPTIONS WERE MADE. AS WE RECEIVED OUR TAXI CLRNC, I WAS ON THE RADIO WITH COMPANY. UPON MY RETURN TO RAMP FREQ I CAUGHT THE END OF OUR CLRNC TO RWY 19L AND PROCEEDED TO TAXI TO RWY 19L ON TXWY D, THE TXWY WE NEARLY ALWAYS USE. THE NEW FO ASSUMED I KNEW WHAT I WAS DOING -- I HAD BEEN WITH THE COMPANY 4 YRS AND IN AND OUT OF IAD DOZENS OF TIMES. AND WHEN THE ACR Y HALTED ITS PUSHBACK, I ASSUMED INCORRECTLY IT WAS FOR US, NOT BECAUSE OF US. THIS COULD HAVE BEEN AVOIDED INITIALLY HAD I MERELY ASKED THE FO UPON MY RETURN TO RAMP FREQ TO VERIFY THE TAXI CLRNC. MAKING ASSUMPTIONS IN THIS CASE HURT MY PRIDE AND RESULTED IN A LACK OF PROFESSIONALISM BEING DISPLAYED AT WORST. IN OTHER SITS IT COULD BE MUCH MORE SERIOUS. ASSUME NOTHING!
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.